Internal-combustion engine



W. R. CRIDER.

INTERNAL COMBUSTION ENGINE.

' APPLlcATloN man Aue.5. |920. 1 1,413,519. Patented Apr.l 18, 1922 2 SHEETS-SHEET lx INvEm-on y WaNerRCrdek W. RICRIDER. INTERNAL COIVIBUSTION ENGINE.

APPLICATION FILIED AUG.5| 1920.

I Patented Apr. 18, 1922.

2 SHEETS-SHEET 2.

FIG.2

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FIG.6

INVENTOR WaIIerRCrder ATTQRNEY UNTED. STATES `ATENT ortica.

WALTER R. CRIDER, OF INDIANAPOLIS. INDIANA. ASSIGNOR 0F NEHALF T0 HENRY R. CARROLL. OF EVANSVILLE, INDIANA.

INTERN AL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Apr. 18, V1922.

Application led August 5, 1920. Serial No. 401,360.'

To all 1li/tom. it may concern Beit known that I, 'Aixri-:R R. Canina, a citizen of the United States, residing at Iiidianapols, in the county of Marion and State of Indiana, have invented certainnew and useful Improvements in lnternal-.Cbrnbu'stion Engines, of which the following is a specification.

This invention relates to internal combustion engines. and particularly to the` fuel supply means therefor. The object of the invention is toprovide means for supplying liquid fuel to an explosive engine,whicli can be readily adapted to either two-cycleor four-cycle engines, which is simple in construction, wlich produces a thorough and complete mixture of the hydrocarbon fuel and air, andA which will operate successfully with low grade hydrocarbon fuels, such as kerosene. crude oil, or the like.

The invention comprises the construction and arrangement of parts hereinafter described and claimed.

ln the accompanying drawings, Fig. l represents a sectional elevation through one form of internal combustion engine embodying the invention; Fig. 2 is partly a side elevation and partly a sectional elevation of the fuel supply mechanism, taken on the line 2--2, Fig. 1: Fig. 3 is a partial plan view of the engine shown in, Fig. 1,-and illustratingr the rotary pump, throttle valve and fuel reservoir; Fig. 4 is a cross sectional View of the rotary pump, on the line 1 -4, Fig. 3; Fig. 5 is a sectional elevation, corresponding to Fig. 1 andA illustrating the invention applied to another form of engine; Fig. 6 is a detail sectional elevation, on an enlarged scale of a fuel supply controlling valve; and Fig. i is a similar view of a throttle valve.

The fuel feeding mechanism shown in the drawings can'be applied to any type of internal combustion engine, that is, to a twocycle, four-cycle, or any other arrangement vof engine. In Fig. 1 the invention is shown as applied to an ordinary form of four-cycle engine which comprises a cylinder 1 having a chamber therein in which works the engine piston 2, the latter being coupled by the usual connecting rod 3 to a crank 4 on the main crank shaft of the'engine. The engine cylinder is provided with the usual exhaust valve 5 controlling the exhaust of the spent gases through the exhaust outlet 6, and with an inlet 7 for the explosive mixture, controlledl by an inlet valve 8. 9 representsv the usual ignition devices,fwhich may be of any l suitable type. The exhaust valve lis provided with a rodv or stem 10,'Wliich is arranged to be operatedby 'a cam 11 on a cam shaft 12. The inlet valve, andthe ignition devices 9 are both operated in proper timed relation by a cam shaft 13. Shafts 12 and 13 are operatedn the usual `manner by any suitable mechanical connec- 'tion to the main crank shaft of the engine,

said connection being so proportioned and arrai'iged that the shafts'rotate at half the speed of the main crank shaft, to producetlie usual Otto cycle.

The explosive mixture supplied to the engine is produced in a fuel supply chamber 15 formed within a casing 1G attached to one side of the engine cylinder, a port or passage 17 leading from said chamber to the inlet connection 7 of the engine cylinder.

Liquid hydrocarbon fuel of any suitable or preferred composition, such as kerosene,

'crude oilj. or other low grade fuel, or gaso- 'ries one of the intergeared members 22-of` a rotary pump 23, provided with a supply connection 24 to a tank or reservoir 90, for

`holding a supply ofthe liquid hydrocarbon 24 is a check valve for preventing re-v fuel. turn of the fuel to the supply tank When the engine is not running. The pump 23 rotates continuously with the main crank shaft vand delivers or discharges under pressure a supply of the fuel into a space or passage 25 in the pump casing. Shaft 20 extends along the side of all of the several engine cylinders which may be connected in the same battery, and 'passes through the several casings 16 thereof. Suitable stuffing boxes 26 are provided around the shaft where it passes through the several casings 16. The main yportion `of shaft 20 is hollow or tubular, to form an inner space or-chamber 27, which at one end is in communication,

through a plurality of circumferentially spaced ports or openings 28, with the passage 25, whereby the'liquid hydrocarbon fuel is fed into the tubular shaft. vEach of the casings 16 'is provided with an inner sleeve or tubular member 29,'having a small port 30 therethrough, said port terminating at its upper end in a valve seat 31. The tubular shaft20 is provided with portsor openings 32, one for each of the several en ine cylinders, said ports being arranged re atively to. each other, so as to move into and out of registration with the `several ports 30 in sleeve 29, in the proper order, to thereby` supply successive charges of liquid hydrocarbon fuel to the fuel supply chambers 15 within the casings 16 of the several engine cylinders.

The upper portion of each'casin'g 16 is provided with a threaded bore 35, to receive a hollow threaded plug 36. Within said plug is a valve 37, held'to its seat 31 by a .spring 38. The tension of Athis spring may be regulated by adjusting the plug 36 in its threaded socket, and the plug can be secured in adjusted position by a lock nut 39.

The side wall of the casing 16, in the form shown in Fig. 1, is provided with one or more large ports or openings 40, through which the air is supplied to form the proper explosive mixture.` Within the casing is preferably 'located a horizontal wall or bridge 41, connecting the leeve 29 to the side casing wall, so that the air admitted to the fuel supply chamber is forced to travel upwardly and around the fuel inlet port 30, to thereby lap up and vaporize the liquid hydrocarbon as'- it' flows into .the chamber and produce an explosive mixture, which is admitted to the engine cylinder. l

The operation is as follows: The engine itself operatesaccording -to the well known Otto cycle, that is to say, there is a downward working stroke of the engine, at which time all valves are closed, an upward exhaust or scavenging stroke, a second down.- ward stroke, during which mixed fuel and air is drawnor ysucked into the engine cylinder, and an upward compression stroke during which the charge is compressed, this cycle being then repeated. The rotary pump 23operates continuously to deliver a suppl \r of liquid hydrocarbon fuelintothe space 27 in the tubular shaft 20. This vshaft rotates continuously at half the speed of the main crank shaft. ports 30 in the shaft 20, are so proportioned and are so arranged, that during the second upward stroke of each piston, when the inlet valve 8 is open, said ports are in. registration and passing each other. At this time the pressure of the fuel supply, and the suction of the engine piston lift the valve 37 from its seat, thereby permitting a charge of liquid fuel to flow through the ports 28 and 30 Ports 28 in the sleeve 29, and

.and into the fuel supply chamber. At the same time air is being drawn into said chamber by the engine suction through the air ports 40. The air supply swee s upwardly around the sleeve 29 'and over t e supply of fuel being delivered into the fuel supply chamber. The action is rapid, and the fuel is thoroughly vaporized and mixed with the insweeping air. The mixture ilows through the port 17 and inlet 7 into the engine cylinder. At the termination of the downward stroke of the piston the inlet valve 8 is closed, and the mixture is compressed in the engine cylinder on the upward compression stroke of the piston, which aids materially in absorption of the fuel by the air.

To regulate the speed and power of the engine a throttle valve is preferably connected to the liquid fuel supply devices. As illustrated, this valve comprises a casing threadedinto an vopening 43 in the end casing 16, as Shown in Fig. 7, to open communication from the fuel supply passage 25 to the space within said valve casing.. The valve casing is provided with a cross wall 44 having a plurality of circumferentially arranged ports 4 5 therethrough. Thel space 46 on the upper side of said wall is provided with a connection 47 leading back to the supply tank or reservoir 90 for holding the liquid hydrocarbon fuel. AJournaled in a boss in the end wall rofthe casing, and projecting through the transverse wall 44, is a shaft- 48, having a controlling valve or plate 49 on its inner end. Said plate is provided with a plurality of ports or openings 50, so that communication through the Wall 44,

between the chambers'on opposite sides of said wall can be regulated. Shaft 48 may be operated by a suitable hand-lever or the like. When it is desired to throttle the engine, to control its speed, shaft 48 is adjusted toopen the portsl 45 more or less and thereby return a portion of the liquid hydrocarbon fuel delivered by the pump 23 back into the supply tank or reservoir. A suit-- `able 'indicator may be attached-to the shaft 48, so that it can be placed in the proper position to throttle the lengine down to any particular number of revolutionsper minute.-

The engine may also be provided with an' adjustable automatic relief valve,.and speed limiting device. This valve is preferably located in a connection 75 leading from the' passage 25 back to the fuel supply. tank. It comprises a casing 76 having a' crosswall provided vwith an o ening forming a valve seat 77 lagainst which seats the valve `The latter is held to its seat by a spring 79,'

the tension of which may be regulated or adjusted by a threaded plug 80. Plug 80 may be set so that the valve will open when the pressure of the fuel supply reaches any pre- Y. ,Y

determined amount. It therefore not only vwill relieve the system of any excess presspeed of the engine.

sure but also may be utilized to limit the The latter depends upon the f uel supply and this may beiflimited so that an v surplus over a given amount will be automatically returned to the supply reservoir through connection 7 5.

Figs. 5 and 6 illustrate the invention applied to a two-cycle engine of the type shown in my co-pending application filed of even date herewith, Serial No. 401,230, which describes and claims the engine. This engine consists of a cylinder provided with a small bore 51, forming the combustion or'explosive chamber. and a large bore 52 forming" an air supply chamber. The piston which works in said cylinder is provided with two heads, a small head working in the small bore 51 and av large head working in the large bore 52. In the side wall of the small bore of the cylinder is located a rotary valve 53. which controls both the exhaust of the spent or waste gases from the combustion chamber. and also the main supply of air to the combustion chamber. Said valve is provided with a cross port 54. which in one position opens communication between the port-s 55 and 56 leading respectively to the combustion chamber and to the open atmosphere. ln another position port 54 opens communication between two passages 5T and 58. one. communicating with the large chamber 52 and the 'other with the small chamber 51 of the engine cylinder.

1n the end of the cylinder is located an air inlet valve 59, through which air is iadmitted to the combustion chamber at the time of exhaust of the waste vor spent gases. to scavenge the cylinder.

The large portion of the cylinder is provided with an air inlet port 60 in its sid'e wall. to admit air fronrthe open atmos. phere to the space or chamber above the large head of the piston at the end of the down or working stroke thereof,

The fuel supply mechanismA for this type of engine is substantially the same as that before described. It comprises a casing 16, which is secured to the side wall of the small portion of the engine cylinder Aand is provided with a bridge wall 41a. The. chamber 15?L within said casingis in communication, through two vports 6 1 and 62. with the bore or chamber 63 of a fuel supply pump. the piston or plunger 64 of which is attached rigidly at its lower end to the large head of the engine piston. The lowerA end of the pump plunger is reduced. as at 65, to provide free communication ,through the bore- 63 between the large bore'A 52 and port 62 leading to the fuel supply! chamber 15. Communication between the bore of the fuel supply pump and the engine cylinder is afforded by a .port or assage 66. controlled by a ball valve 67 w ich is held to its seat by a spring 68, the tension of which may be adjusted by a threaded member 69.

When the combustion or explosion of the mixture occurs'theengine piston and the plunger' 64 are forced downwardly. As soon as the. port is uncovered there is an exhaust of the waste gases. accompanied by an inrush of air through the scavenging valve 59. At the same time the plunger 64 has uncovered port 61. so that a charge of compressed air and the h vdrocarbon fuel absorbed and carried thereby. rushes into the space above the plunger. A ir also enters the large chamber 52 above the large head of the piston. As the piston begins to inove upwardly port 61 is covered and the charge of explosive mixture above the pump plunger is compressed. The rotary valve has opened communication between passages 57 and 58 and the air trapped above the large head ofthe piston is forced into the combustion chamber of the engine cylinder. This continues until the rotary valve cuts off communication between said passages and the piston closes the open end of passage 58. .lust before the piston reaches the upper limit of its movement the pressure above plunger 64vbecomes greater than that within the combustion chamber and valve 6T is liftedand the explosive mixture r'ushes under pressure into vthe combustion chamber. At about the same time the reduced portion of plunger 64 uncovers port 62. so that the remaining portion of the air in chamber 52 above the large head ofthe pistou is forced into the fuel supply chamber 15. Fuel is supplied to this chamber through the rotary tubular shaft 20` which is of the same construction and arrangement and operates in the same way as the form previously described. exceptfor the fact that it is driven at the same speed as the. Amain crank shaft.

The fuel supply system described is of simple construction and can be adapted for any type of engine. It will simultaneously supply' a number of engine cylinders and the chargesof fuel supplied to the cylinders can be easily regulated by means of the throttle valve described. lty also enables low hydrocarbon fuel to be successfully used in an internal combustion engine. therebv largely decreasing the cost of operation.

The fuel supply is also regulated or controlled by the main crank shaft of the engine. so that as the needs ofthe engine vary there is a corresponding variation in the fuel supply. The fuel supply can also be pro-portioned to the particular engine by making i to any existing internal combustion engine.

1. A fuel supply system for internal combustion engines, comprising an engine cylinder, a casing having a mixino' chamber communicating with said cylinder and a sleeve lying within said chamber, a hollow shaft rotatable in said sleeve, and meansfuel is fed into said chamber from saidl shaft, and a valve arranged to control `the How of fuel through said ports.

3. A fuel supply system for internal combustion engines, comprising an engine cylinder, a casing havin. a chamber communieating with said cylinder, a hollow shaft rotatable in said casing, a pump for forcing fuell under pressure into said hollow shaft, said casing and shaft being provided with ports through which fuel is admitted into said chamber, means for admitting air to said chamber, and. means for pumping the mixed fuel and air from said chamber into .the engine cylinder.

4. A fuel supply system for internal combustion engines, comprising an engine 'cylinder, a casing having a chamber communieating with said cylinder, a hollow shaft .rotatable in. said casing, a pum for forcing fuel under pressure into said ollow shaft, said casing and shaft being provided with ports through which the fuel is fed into said chamber, and a valve in said-casing seating toward said shaft and normall closing said casing port and arranged to e opened by the pum) plressure to permit the feed of fuel into sai c amber.

`\ 5. A fuel supply system for internal comshaft rotatable in said sleeve and provided with a port arranged to move into aiid out of registration with said sleeve port,` and Y means for supplying fuel to said` hollow shaft, and independent means .to supply air under pressure to said chamber. i

6. A fuel supplyl system for internal combustion engines, comprising an engine cylinder, a casing having a chamber communieating with said cylinder and a fuel supply port, a hollow shaft rotatable in said casing' and provided with a port arranged to move into and out of registration with said fuel supply port, means for supplying fuel to saidhollow shaft, and a'valve in said casing normally closing said fuel supply port and regulating the supply of fuel to said chamber.

7. A.fuel supply system for internal combustion engines, comprising an engine cylinder, a casing having a chamber communieating with said cylinder and a fuel supply port, a hollowshaft rotatable in said casing, a pump for forcing fuel under pressure through said hollow shaft, said shaft having a port adapted tomove into and out 4 of registration with said fuel 'supply port, and a valve in said casing normally seating toward said shaft and closing said fuelv supply port and arranged to control the supply of fuel to said chamber.

8. A fuel supply system for internal combustion engines, comprising an engine cylinder, a casing having a chamber. commuieating with said cylinder, a hollow sleeve in said chamber provided with a -fuel supply port, a hollow shaft rotatable in said casing and having a port arranged to -move into and out of registration with said sleeve port, means for supplying fuel to said hollow sha-ft, and a valve within' said casing and seating toward said shaft and normally closing said sleeve port.,

'9. A fuel supply system for internal combustion engines, comprising an engine cylinder,- a casing having a chamber communicatin in said chamberl provided with a fuel supwithsaid cylinder, a hollow sleeve ply; port, a hollow shaft rotatable in said casing and having a port arrangedy to move into and out of registration with said sleeve ort, means for supplying fuel to said holow shaft, and a valve in said casing nor- .mally closing said sleeve port and arranged to control the supply of fuel to said chamber.

10. A 'fuel supply system for internal combustion engines, comprising an engine cylinder, a casinghaving a chamber communicating with said cylinder, a hollow sleeve in said chamber. provided with a fuel supply port, a hollow shaft rotatable in said lcasing and having a port arranged to move into and out of registration with said sleeve port, a pump for forcin fuel through said hollow shaft, and a yie ding valve in said casing normally closing said sleeve port and arranged to yield under the pressure of said pump for admitting. el from said shaft into said chamber.

11. A fuel supply system for internal combustion engines, comprising an engine cylinder, a fuel supply reservoir, a casing having a chamber communicating with said cylinder, a pump having connections for supplying fuel from the fuel supply reservoir to said chamber, a feeding pump for delivering fuel. from said chamber to the engine cylin der and having a piston arranged at intervals to cut off communication between said chamber and cylinder, and a throttle valve arranged when open to return a portion of the fuel from the connection between the pump and chamber to the fuel supply reservoir.

12. A fuel supply system for internal combustion engines, comprising an engine cylinder, a fuel supply reservoir, a casing having a chamber communicating with said cylinder, a hollow shaft rotatable in said casing, said casing and shaft having ports arranged to move into and out of registration with each other, a pump for supplying fuel from the fuel supply reservoir to said hollow shaft, a feeding pum for delivering fuel from said hollow sha to the engine cylinder and having a 'piston arranged at intervals to cut off communication between said hollow shaft and cylinder, andan adjustable throttlevalve in the connection between said pump and shaft for returning a portion ofv the fuel supplied by said supply pump tothe fuel supply reservoir.

13. A fuel supply system for a battery of i internalcombustion engines, comprising a plurality of engine cylinders, a plurality of casings, each casing having a chamber com municating with one of the engine cylinders, and a hollow sleeve within said chamber, means for admitting air to said chambers, a hollow shaft extending through and rotata'f ble in'said sleeves, said sleeves having ports,

and said shaft vhaving orts arran to` move intoand out of registration wit said sleeve ports, and means for supplying fuel to said hollow shaft.

14.. A fuel supply system for a-battery of internal combustion engines, comprising a. plurality of engine cylinders, a plurality of casings, each casing having a chamber communicating with one of the engine cylinders and being provided with an inner hollow sleeve, means for admitting air to the several chambers independently of each other, a hollowshaft rotatable inthe sleevesof said casings, said sleeves and hollowshaft being provided with ports arranged during the rotation of said shaft to open communication successively from said shaft to the several chambers, andvmeans for supplying fuel to said sha 15. A fuel supply system lfor internal combustion engines, comprising an engine cylinder, a casing having a chamber communicating with said cylinder' and afuel supply port, a rotatable hollow-'shaft provided with a port arranged to move into and out of forcing fuel under pressure into said hollow shaft, said shaft having a port adapted to move into and out of registration wlth said fuel supply p ort, and a. valve normally sea-tlng toward said shaft and closing said fuel .Supply PQrtv and arranged to control the.

supply of fuel to said chamber.

In witness whereof, I have hereunto set my hand and seal at Indianapolis, Indiana,

this 28th day of July, A. D. nineteen hundred and twent v WAL'lER R.CRIDER. [1.. s.]

Witnesses' l Jas. T. Mool Mani A. G1?. 

